Starting and ignition system



Nov. 19, 1940. NEWTON 2,222,568

STARTING AND IGNITION SYSTEM Filed July 25, 1938 (IZQDN [DENSII-ZR. RlEQIlEllVlER ISnomtor T'Lil-j. Alwin moNewion Patented 19, 1940 PATENT OFFICE STARTING AND IGNITION SYSTEM Alwin B. Newton, Minneapolis, Minn, assignor to Minneapolis-Honeywell Regulator Company, Minneapolis, Minn, a corporation of Delaware Application July 25, 1938, Serial No. 221,158 ii -Chimes (Cl. 290-38) This invention relates to internal combustion engines and is more particularly concerned with the provision of an automatic starting and ignition system for stationary internal combustion installations.

In internal combustion engine installations, it

g has been usual practice to utilize low voltage direct current as obtained from a storage battery for operating the starting and ignition system of m-the engine. This practice for mobile installations such as in automobiles, or railroad car refrigeration systems is quite necessa for in such cases there is no other suitable source of electricity. ,However, in stationary gas engine 5 installations such as for air conditioning systems orbuilding power plants, this practice-is not desirable, as a source of electricity is already available, and the storage battery and generator increase the initial cost and maintenance of the 20 system above what it would be if this equipment were eliminated. However, the drawback to utilizing the usual alternating current service line for ignition purposes is that if the breaker points open when the current is reversing, or in 5 other words at zero value, no spark will occur. and the engine will miss.

It is an object of this invention to provide an ignition-system for internal combustion engines which permits the use of the usual alternating '0 current supply for the ignition system, and which eliminates missing of the engine due to the fluctuating characteristics of the alternating current.

Another object of this invention is the provi- 35 sion of an automatic starting and ignition system for an internal combustion engine which is adapted to utilize the usual alternating current supply for furnishing power to the starting motor..and for--energizing the ignition system.

A further object is the provision of an automatic starting and ignition system which is adapted to stop the engine automatically upon failure in oil pressure, and to prevent restarting of the engine after such occurrence imtil reset by an attendant.

Still another object lies in the provision of an automatic starting and ignition system which permits operation of the starting motor for only a limited period of time, thereby causing the 50 starting motor to be deenergized automatically if the engine fails to start within a reasonable period of time.

Other objects of this invention will become apparent from the following description and the p appended claims.

ignition system as applied to an internal com-'- bustion engine driven air conditioning system, and in which a Figure 2 illustrates a modified form ofignition system.

Referring to Figure 1, reference character I indicates a conditioning chamber connected by a return duct 3 and a discharge duct 4 to a space being conditioned. Within this chamber is a cooling coil 5 which is connected by a discharge is line 8 to the inlet of a compressor 1. The discharge of the compressor 1 is connected by a discharge line 3 to a condenser-receiver 9, the latter being connected by a liquid line ill to the expansion valve ii at the inlet of the cooling coil 5. The cooling coil 5, compressor 1, condenser-receiver 9, and expansion valve ll form a conventionaltype compression refrigeration system and no further explanation of this system is necessary.

- The compressor 1 is driven by means of an internal combustion engine generally indicated as l2. This internal combustion engine is connected to the compressor I by means of a drive shaft l3 and pulleys i4 and II over which run belts it. This engine may be of any suitable form including an intake manifold l1, an exhaust manifold I3, and an alternating current starting motor it. In accordance with my invention, this engine is provided with two sep- 5 arate sets of spark plugs 20 and 2|, there being one plug of each set for each cylinder. These two sets of spark plugs are separately connected to individual distributors 22 and 23, respectively, and the rotors of these distributors are connected to the secondaries 24 and 25 of separate sparkcoils 23 and 21, these spark coils including primary coils 23 and 29. A common set of breaker points 30 is provided for the two ignition systems. The contact 3| of these breaker points is connected to a wire 32 which leads through the various controls from the secondary 33 of a stepdown transformer 34 as will be presently described. The other contact of the breaker points is connected to the primary coils 28 and 23 of the spark coils 26 and 21 as shown. The other ends of these primary coils are connected in parallel by wires 35 and 36 to the transformer secondary 33. .An important part of this ignition system is the provision of an inductance coil 31 5g the alternating current supply) However, no current will flow through the secondary of each coil -for the reason that the impedance in circuit with the secondary of the coil will be higher than can. be bridged by the potential across the secondary of each coil due to transformer action. In other words, the step-up in voltage due to plain transformer action of the spark coils will not be suiilcient to cause a spark to occur across the spark gaps of the spark plugs. Upon abrupt opening of the breakerpoints I I, however, the abrupt change in current flow will be suliicient to cause a spark to occur in each ignition system.

At this time, it should be pointed out that if the breaker points should open at the instant of zero current iiow through either the spark coil 28 or 21 there will be no spark from that particular coil. By the interposing of the inductance 31 in series with the spark coil 28, the current flow through this coil is caused to lag substantially 90 in phase behind the current flow through the spark coil 21. Due to this 90'' displacement in current flow through the two spark coils, it will be apparent that a time will never exist when there is no current flow through at least onespark coil.

Consequently, upon opening of the breakerpoints OIL-there will be a spark produced either by the coil 26 or by the coil 21 or both. Due to the complete separation of the primaries of the two spark coils, each coil having its own distributor and set of spark plugs. there will always be a spark provided at the appropriate time for each cylinder. My novel ignition system therefore permits the use of alternating current and avoids any chance of missing due-to the engine requiring spark at the periods of zero current how in the alternating current system. This arrangement, therefore, provides for the elimination of a direct current supply, consequently eliminating the necessity of using storage batteries or converters for operating the engine.

The engine I! may be controlled in any suitable manner during its periods of operation. I have illustrated this engine as being controlled in a manner to maintain a constant evaporator or suction pressure within the refrigeration system.

For this purpose the throttle valve 4. for the engine is positioned by means of a proportioning motor 4| which is controlled by means of a suction pressure controller 42. The proportioning motor 4| may be of any suitable type and preferably may be of the type shown and described in Patent No. 2,028,110, issued to Daniel G. Taylor on January 14, 1936. This type of motor is adapted to be controlled by means of a potentiometer controller and will assume intermediate positions corresponding to the position of the potentiometer slider upon its resistance.

Referring to the suction pressure controller 42,

,this controller may consist of a bellows 48 connected by a tube 44 to the suction line 8. This bellows may actuate a bell-crank lever having an actuating arm 46 and a control arm 46 which cooperates with the resistance 41 to form a control potentiometer. The arm 45 may be biased against the bellows 43 by means of a spring 48.

When the suction pressure is above a predetermined value, the bellows 43 will be expanded for causing the arm 46 to engage the left-hand end of resistance 41 and this will cause the motor 4| to assume a position wherein the throttle valve 40 is wide open. As the suction pressure decreases, the bellows 43 will collapse, this causing travel of the arm 44 to the right across resistance 41 and this will cause the motor to 4| to close the valve 40 an amount proportionate to the travel of the slider across the resistance. By this arrangement, the engine speed will be varied from a maximum to a minimum for maintaining the suction pressure within the control range of the controller 42. This control of (the engine speed in accordance with suction pressure will cause the engine speed to be increased as the load upon the system increases and to be decreased as the load decreases.

Reference character 54 indicates a manifold pressure controller for controlling the starting motor it. This controller may consist of 'a bellows connected by a tube [2 to the intake manifold ll. The bellows 5| actuates a pivoted mercury switch carrier it which-carries a doublepole type of mercury switch ll. This controller ill'may be so designed as to assume the position shown wherein the left-hand electrodes of the mercury switch 53 are bridged when the engine is out of operation. When the engine starts, however, the intake manifold pressure will be reduced below atmospheric pressure and this will cause collapsing of the bellows SI for tilting the mercury switch 53 in a manner to unbridge the left-hand electrodes and bridge the right-hand electrodes.

Referring to thestarting motor control, reference character 54 indicates a relay having a coil 55 'which operates through a suitable armature a switch arm 56 which cooperates with a contact 51. When the relay coil 55 is energized, the switch arm 6' will engage the contact 51, while when the coil is deenergized, the switch arm 54 will disengage contact 51 as shown. The switch arm 54 is connected to a line wire SI, the other line wire It being grounded as shown. The contact 81 in turn is connected to a cut-out device Cl and this device in turn is connected to starting motor is. This cut-out device includes a bimetallic element 6| which is subjected to the influence of a heating element 42 'which is connected in series with the starting motor it. This bimetallic element ll controls a pair of contacts in series with the starting motor circuit. When the'bimetailic element 6| is cool, it will assume the position shown wherein the contacts are closed for completing a circuit to the starting motor Thus whenever the relay coil II is energized, a circuit will be completed from the line wire 58 through switch arm I, the contacts of the cut-out 40 and the resistance 42 to the starting motor is. This will cause rotation of the starting motor for starting the engine. Simultaneously, with the energizing of the starting motor IS, the heating element 02 will be energized, this slowly heating the bimetallic element 6|. If the engine fails to start within a predetermined period of time, this element will become heated sufiiciently for opening'the contacts of the cutout 60, thereby deenergizing the starting motor is. The bimetallic element II at this time may be prevented from returning to its original position by means of a clip 88. The arrangement Just described therefore will permit operation of the starting motor for a predetermined period of a control bulb 59 located within the return air a duct 3. This bellows, tube, and bulb are charged with a suitable volatile fill for causing the pressure within bellows 41 to vary with changes in return air temperature. The bellows 81 may actuate a mercury switch carrier 10 which carries mercury switch II. When the space temperature is sufliciently low as to require no cooling, the bellows 51 will be collapsed for causing the switch 1| to be tilted for unbridging its electrodes. However, when the space temperature rises to a value requiring cooling, the bellows 51 will expand for tilting the switch II to closed position.

Reference character I2 indicates a low limit suction pressure controller for stopping the engine if the suction pressure within coil 5 should become too low. This controllerv may comprise a bellows 13 connected by a tube 14 to the suction line 0. This bellows may actuate a mercury switch carrier I5 carrying a mercury switch 16. So long as the suction pressure is above a predetermined value, the mercury switch 15 will be closed as shown. However, under light load conditions, if the suction pressure should fall too low with the engine operating at its lowest speed, the bellows 19 will collapse for causing tilting of the switch I8 to open position.

Reference character ll indicates a high pressure cut-out which may consist of a bellows I0 connected by a tube 10 to the high pressure line 8. The bellows I0 may actuate a mercury switch which is mounted upon a pivoted carrier BI. 30 long as the head'pressure is not excessive, the bellows I8 will be collapsed suiliciently to cause the switch 00 to be tilted for bridging its contacts. However, if the head pressure should become excessive due, for instance, to failure in cooling water supply, the bellows I! will expand for tilting switch 00 to openposition. The switch 80 may then be held in this open position by means of a clip 82 for preventing further operation of the -system until this device has been manually reset.

If desired, an engine temperature controller 83 may be utilized for stopping the engine whenever its temperature becomes excessive. This controller may consist of a bellows 84 connected by a tube 85 to a control bulb 05 located within the engine water jacket. The bellows 84 may actuate a mercury switch 01. So long as the engine temperature is not excessive, the bellows "will be collapsed for causing the switch 81 to be closed as shown. When the engine temperature becomes excessive, however, the bellows 84 will'expand for tilting the switch 8! to open' position for stopping the engine. This switch may then be held in open position by means of a clip 89 for preventing engine operation until this device has been manually reset.

Also if desired, an oil level responsive controller '89 may be utilized for preventing operation of the engine if the oil level becomes too low. This controller may take form of a float actuated type controller including a bellows 90 which is attached by a tube 9| to the bottom of the en: gine crank case. When the oil level is at a predetermined value, it will 'cause a pressure to exist within bellows 90 which is suflicient to tilt the mercury switch 92 to closed position. However, when the oil level is too low, the pressure within the bellows 90 will be insuiilcient to cause closure of the switch 92.

An important feature of the present invention is the provisionof an oil pressure safety controller which prevents operation of the engine upon failure in oil pressure until this device has been manually reset. Reference character 95 indicates generally a combination oil pressure safety controller and starting motor control switch. This device may consist of a bellows 96 which is attached by a tube 91 to the oil pressure line of the engine I2. The bellows 96 actuates a pivoted switch carrier 98 which carries a mercury switch 99. This switch carrier is also biased against the bellows 96 by a spring I00. In addition, the end of. this switch carrier is formed to provide a catch IOI for cooperating with a latch device I02 carried by a bell-crank lever I03. One arm of this bell-crank lever carries'a contact I04 which cooperates with a contact I05, these contacts being interposed in the starting motor circult as will be described. The arm I04 also may be connected to an armature I06 0! a solenoid having a coil I0'I. When the coil I0! is deenergized, the bell-crank lever I03 will assume the position shown wherein the contacts I04 and I05 are closed and wherein the latch I02 is out of reach -of the catch member IOI. However. when the coil I0! is energized, the bell-crank lever I03 will be rotated-clockwise for opening contacts I04 and I05 and urging the latch I02 against the catch I0.|. At this time, if the oil pressure is at a proper value, the switch carrier 99 will assume a position above that shown and the catch I 0| will not engage the latch I02. However, if the oil pressure should fail, the right-hand end of the switch carrier 90 will be pulled downwardly for allowing engagement of the catch IOI with the latch I02. This will prevent clockwise rotation of the bell-crank lever I03 for closing the contacts I04 and I05, and also will prevent upward movement of the switch carrier 98. The purpose of this device and of the other devices described will become apparent from the followdue to this high suction pressure, the low limit suction pressure controller 12 is satisfied as in- --dicated by the mercury switch 16 being closed.

Also at this time, the head pressure is not excessive, the engine temperature is not excessive, and the oil level is at a proper value as indicated by the mercury switches 00, 91 and .92 being 70 trodes, and the mercury switch 99 of the controller 95 is tilted to open position due to the lack of oil pressure. The solenoid coil I01 is also deenergized, this causing the bell-crank lever I08 to be positioned for closing the contacts I04 and I05 and for moving the latch I02 from engaging relationship with the catch IOI.

If the space temperature now rises to a value requiring cooling, the mercury switch 1| will be closedand this will complete a circuit for the ignition' system as follows: transformer secondary 39, wire I I0, mercury switch 1 I wire II I, mercury switch 18, wire II2, mercury switch 80, wire II8, mercury switch 81, wire Ill, mercury switch 92, wire II5, left-hand electrodes of mercury switch 59, wire H5, and wire II1 to the breaker points 90. Also a parallel circuit for energizing the starting motor I9 will be established from wire II8 through wire II8, contact I05, contact I04, wire' II9, relay coil 55, wire I20, and wire I2I to the transformer secondary 98. The energization of relay coil 55 will energize the starting motor I9 as previously described. This will either cause starting of the engine or will cause rotation of the starting motor for a predetermined period of time, and will automatically stop the starting motor I9 if the engine fails to start within this time as previously described. Assuming that the engine is in proper condition and starts, the oil pressure will build up immediately thus causing the bellows 95 of the controller 95 to expand for closing the mercury switch 99 and for withdrawing the catch IOI from possible engagement with the latch I02. Also, the engine manifold pressure will decrease thereby causing tilting of the mercury switch 53 of controller for unbridging its left-hand electrodes while bridging its right-hand electrodes. The unbridging of the left-hand electrodes will break the ignition circuit through wire III; and will also break the energizing circuit for the relay coil 55. However, a new ignition circuit will be closed from wire H5, right-hand electrodes of mercury switch 53, wire I22, wire I28, mercury switch 99, wire I24, and wire II9 to wire II1. It will be noted that the oil pressure responsive switch 99 is new connected into the engine ignition circuit and will break the ignition circuit for stopping the engine if the oil pressure should fail. Simultaneously, with the establishing of this new ignition circuit through the mercury switch 99, the solenoid coil I01 will be energized as follows: from wire I22, wire I26, solenoid coil I01, wire I21, and wire I2I to transformer secondary 38. This energization of solenoid coil I01 will cause opening of contacts I04 and I05 for thereby preventing energization of the relay coil 55. This will prevent further energization of the starting motor until the contacts 104 and I05 are reengaged. At this time, if

- the oil pressure has assumed a proper value the latch I02 will merely abut the end of switch carrier 98 and consequently upon deenergization of the coil I01, the bellcrank lever I08'is free to return to its original position. However, if at this time the oil pressure has failed to assume a proper operating value, the latch I02 will engage the catch iIlI for preventing return of the lever I03 to its normal position. This will prevent reenergization of the starting motor. Also if during operation of the engine the oil pressure fails, the bellows 98 will collapse, thus causing a downward movement of the right-hand end of switch carrier 98 and this will permit engagement of the catch IOI with the latch I02 for preventing energization of the starting motor or closure of the mercury switch 99.

when the engine is started, the mercury switch 99 is automatically inserted in the engine ignition circuit for thereby causing stopping of the engine upon failure in oil pressure. It should further be apparent that as long as the engine is running, the solenoid coil I01 will be energized thereby placing the latch I02 in position for engaging the catch IOI if the oil pressure fails to build up, or fails during engine operation, this action automatically holding the parts in position for preventing further engine operation until such parts are manually reset. It should also be apparent that when the engine is stopped either by opening the ignition circuit or by stalling, the solenoid coil I01 will be deenergized thus permitting the latch I02 to be withdrawn from operative relationship with the catch IOI. Consequently at this time when the oil pressure falls, the latch I02 will not engage the catch IM and the engine is free to be restarted. If the engine fails to start, the starting motor will after a predetermined period of time be deenergized by means of the automatic cut-out 50.

Referring to Figure 2, this figure shows a modified form of ignition system. In this figure, reference characters I50 and I5I indicate suitable alternating current line wires, these wires being connected to a rectifier I52. One load terminal of the rectifier I52 is connected by wire I 59 to the breaker points I54 which in turn are connected to the primary coil I55 01 a spark coil I58 having a high voltage secondary coil I51. The other terminal of the primary coil I55 is connected through an inductance coil I58 to the other load terminal of the rectifier. In addition, a condenser I59 is connected across the load terminals of the rectifier I52. The coil I58 and condenser I59 function in a manner to smooth out the direct current voltage wave in a manner understood in the art. The high voltage secondary coil I55 is connected to the distributor I60 and to the spark plugs in the usual manner. It will be understood that the rectifying means need not provide a smooth direct current flow, as a fluctuating current will be satisfactory due to the fact that the relatively slow changes in current flow through the primary coil I55 will not cause sufficient transformer action as to cause a spark to jump across the gaps of the spark plugs. This permits the use of a very inexpensive rectifying device. Upon the opening of the breaker points I54, however, the abrupt change in current flow will be suflicient to cause a spark to occur. Due to the action of coil I58 and condenser I59 in smoothing out the current fiow, there will be no times at which the "current flow is at zero value and consequently whenever the braker points open there will have been sulficient current flow through the primary of the spark coil as to cause a spark.

From the foregoing, it will be apparent that my invention provides for the use of alternating current for operating the starting and ignition system of a stationary internal combustion engine installation and further provides for safe operation of the engine, the engine being operated only when proper conditions for'operation exist within the engine and within the refrigeration system actuated thereby. It will also be seen that my invention provides for preventing operation of the engine upon failure in oil pressure, while providing normal control of the engine if the engine stops from some other cause than oil pressure failure. While I have shown and described a preferred form of my invention, it will be apparent that many modifications and adaptations of the novel features and subcombinations of my invention will occur to those skilled in the art. I therefore desire to be limited only by the scope of the appended claims.

I claim as my invention:

1. In an alternating current automatic starting and ignition system for an internal combustion engine, in combination, a starting motor for said engine, an ignition switch, a set of ignition breaker points for said engine, a pair of spark coils connected to said breaker points, phase displacing means interposed in circuit with one of said spark coils for causing the current flow through one coil to lag relatively to the other, a first distributor and spark plug set connected to one of said coils, a second distributor and spark plug set connected to the other of said coils,-switching means responsive to operation of said engine, said switching means being associated with said ignition switch in a manner to energize said starting motor when said engine is not operating and said ignition switch is closed, while placing said starting motor out of operation whenever said engine is in operation, a switch interposed in series with said starting motor, a thermostatic element for actuating said last mentioned switch, and a heater in series with said last mentioned switch for influencing said thermostatic element in a manner to open said last mentioned switch when said starting motor operates a predetermined period of time.

2. In an alternating current automatic starting and ignition system for an internal combustion engine, in combination, a starting motor for said engine, an ignition switch, a set of ignition breaker points for said engine, a pair of spark coils connected to said breaker points, phase displacing means interposed in circuit with one of said spark coils for causing the current flow through one coil to lag relatively to the other, a first distributor and spark plug set connected to one of said coils, a second distributor and spark plug set connected to the other of said coils, switching means responsive to operation of said engine, said switching means being associated with said ignition switch in a manner to energize said starting motor when said engine is not operating and said ignition switch is closed, while placing said starting motor out of operation whenever said engine is in operation, an oil pressure responsive device for said engine, an oil pressure switch actuated by said oil pressure responsive device and connected in series with said ignition switch for cutting off the ignition when the oil pressure is low, means for short-circuiting said oil pressure switch when said starting motor is in operation, means controlled by said oil' pressure responsive device and said switching means for preventing energization of said starting motor upon failure in oil pressure during operation of said engine, while permitting operation of said starting motor upon drop in oil pressure due to stopping of the enin series with said last mentioned switch forinfiuencing said thermostatic element in a manner to open said last mentioned switch when said starting motor operates a predetermined period of time.

3. In an automatic starting and ignition system for an internal combustion engine, in combination, a starting motor for said engine, an ignition switch, switching means responsive to operation of said engine, said switching means being associated with said ignition switch in a manner to energize said starting motor when said engine is not operating and said ignition switch is closed, while placing said starting motor out of operation whenever said engine is in operation, an oil pressure responsive device for said engine, an oil pressure switch actuated by said oil pressure responsive device and connected in series with said ignition switch for cutting off the ignition when the oil pressure is low, means for short-circuiting said oil pressure switch when said starting motor is in operation, means controlled by said oil pressure responsive device and said switching means for preventing energization of said starting motor upon failure in oil pressure during operation of said engine, while permitting operation of said starting motor upon drop in oil pressure due to stopping of the engine, a switch interposed in series with said starting motor, a thermostatic element for actuating said last mentioned switch, and a heater in-series with said last mentioned switch for influencing said thermostatic element in a manner to open said last mentioned switch when said starting motor operates a predetermined period of time.

4. In an automatic starting and ignition system for an internal combustion engine, in combination, a starting motor for said engine, an ignition switch, switching means responsive to operation of said engine, said switching means being associated with said ignition switch in a manner to energize said starting motor when said engine is not operating and said ignition switch is closed, while placing said starting motor out of operation whenever said engine is in operation, an oil pressure responsive device for said engine, an oil pressure switch actuated by said oil pressure responsive device and connected in series with said ignition switch for cutting off the ignition'when the oil pressure is low, means for short-circuiting said oil pressure switch when said starting motor is in operation, and means controlled by said oil pressure responsive device and said switching means for preventing energization of said starting motor upon failure in oil pressure during operation of said engine, while permitting operation of said starting motor upon drop in oil pressure due to stopping of the engine.

5. In an automatic starting system for an internal combustion engine, in combination, a starting motor, switching means for controlling said starting motor, means for moving said switching means to a position for deenergizing said starting motor when said engine is running, an oil pressure responsive device, and means actuated by said oil pressure responsive device for preventing movement of said switching means to a position for energizing said starting motor upon failure in oil pressure when said switch is in position for deenergizing said starting motor.

6. In an automatic starting system for an internal combustion engine, in combination, a starting motor, switching means associated with said starting motor in a manner to prevent operation of said starting motor .when said switch ing means is in a first position, whilepermitting operation of said starting motor when said switching means is in a first position, while permitting operation of said starting motor when 10 said switching means is in a second position, a

controller responsive to operation and non-operation of said engine, an oil pressure responsive device, and means controlled conjointly by said oil pressure responsive device and said controller for maintaining said switching means in said second position upon drop in oil pressure while the engine is in operation.

7. In an automatic starting and ignition system for an internal combustion engine, in combination, a starting motor for said engine, an ignition circuit for said engine, an ignition switch for opening and closing said ignition circuit, a starter switch for controlling said starting motor, said switch preventing operation of said starting motor when in a first position, and permitting operation of said starting motor when in a second position, means for causing said starter switch to assume said first position when said ignition circuit is closed and said engine is in operation while causing said starter switch to assume said second position when said ignition circuit is open, an oil pressure responsive device, and means controlled conjointly by said oil pressure responsive device and said starter switch for maintaining said starter switch in said first position upon failure in oil pressure while said switch is in said first position.

8. In an automatic starting and ignition system for an internal combustion engine, in com- 4o bination, a starting motor for said engine, a

starter switch for controlling said starting motor, said switch preventing operation or said starting motor when in a first position, and permitting operation of said starting motor when in a second position, means for causing said starter switch to assume said first position when said engine is in operation while causing said starter switch to assume said second position when said engine is out of operation, an oil pressure responsive device, and latch means actuated by said oil pressure responsive device for engaging said starter switch and holding said starter switch in said first position upon a drop in oil pressure while said starter switch is in said first position, said latch means being arranged so as to clear said starter switch-when said starter switch is in said second position.

9. In an automatic control system for an internal combustion engine, in combination, an electrical starting and ignition system for said 5 engine, an oil pressure responsive switching mechanism for controlling said electrical system, latch means for holding said oil pressure responsive switching mechanism in low oil pressure position upon its once assuming this position, and 10 means actuated upon stopping of said engine for withdrawing said latch means from operative position, to thereby prevent latching of said oil pressure responsive switching mechanism when the drop in oil pressure results from stopping 01' 15 the engine.

10. In an automatic control system for an internal combustion engine, in combination, control means for placing said engine into and out of operation, an oil pressure responsive device, a 20 controller actuated by said oil pressure responsive device and movable from a first position to a second position upon fall in oil pressure from a value suitable for engine operation to a value too low for engine operation, said controller being 25 associated with said control means in a manner for preventing engine operation when said controller is in said second position, means for locking said controller in said second position, and means for placing said locking means 30 out of operation when the engine is stopped by other than said controller to thereby permit restarting of the engine when the stopping of the engine is not due to failure in oil pressure, while preventing restarting of the engine when the 35 engine is stopped due to failure in oil pressure.

11. In an automatic control system for an internal combustion engine, in combination, control means for placing said engine into and out of operation, an oil pressure responsive device, a 0 controller actuated by said oil pressure responsive device for controlling said control means in a manner tending to prevent engine operation when the oil pressure is below a predetermined value, locking means for preventing restarting 01' a the engine upon stopping of said engine by said controller, and means for placing said locking means out of operation when the engine is stopped by other than said controller to thereby permit restarting or said engine when the stop- '0 ping of the engine is not due to failure in oil pressure, while preventing the engine from restarting when the stopping or the engine is due to failure in oil pressure.

ALWIN B. NEWTON.

CERTIFICATE OF CORRECTION. 7 Patent No, 2, 222,568. November 119, 1914.0.

ALWIN B. NEWTON.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page l, second column, line 5, for the word "accompany" read -accompariying-q page 2, second column, line 9, strike out "to" first occurrence; page 6, first column, lines 6, 7, and 8, claim 6, strike out the words and comma "while permitting operation of said starting motor when said switching means is in a first position," and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office Signed and sealed this 1st day of April, A. D. l9LLl.

Henry Van Arsdale (Seal) Acting Commissioner of Patents.

CERTIFICATE OF CORRECTION. Patent No. 2,222,568. November .19, 191w.

ALWIN B. NEWTON. It is hereby certified thaterro'r appears in the printed specification of the above numbered patent requiring correction as follows: Page-'1, sec- 6nd column, line 5, for the y'vord accompany" read -acoompariying-q page 2, second column, line 9, strike out "to" first occurrence; page 6, first column, lines 6, 7, and 8, claim 6, strike out the words and comma "while permitting operation'of said starting motor when said switching means is in a first position," and that the said Letters Patent shonld be read with this correction therein that the same may conform to the record of the case in the Patent Office Si'gned and sealed this 1st day ofApril, A. D. 19141.

Henry Van Arsdale, (Seal) Acting Commissioner'of Patents. 

